Automatic railway-brake valve.



B. F. SHURZ. AUTOMATIC RAILWAY BRAKE VALVE. APPLIUATIQN FILED 212.21,1913.]

1 92 95 I Patented Apr. 14,1914.

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a. 49m F 0d B. F. SHURZ. AUTOMATIC RAILWAY BRAKE VALVE. APPLICATIONFILED FEB.27, 1913.

Patented Apr. 14, 1914 w MZJ w 1' Uni n*r ion.

BENJAMIN F. SHURZ, OF MARION, OHIO.

AUTOMATIC RAILWAY-BRAKE VALVE.

1 ,oeaess.

Specificationof Letters Patent.

Patented Apr. 1 t, 1914.

Application filed February 27,1913. Serial No. 751.081.

To allv whom it may cone-em Be it known that I, Bnxamum F. 'Snunz,citizen of the United States, residing at Marion, in the county ofMarion and State of Ohio, have invented certain new and usefulImprovements in Automatic Railway- Brake Valves, of which the followingis a specification. r

i This invention relates to automatic rail- Way brake valves and has forits object to provide an improved device which is operated by a trackobstacle or detent for the purpose of stopping. a train on occasions ofdanger or otherwise.

The device includes a valve held closed by automatirrmeans, against thetrain or brake pipe pressure, and which may be tripped to permit it toopen under certain conditions a and thereby bleed the brake pipe andallow the brakes to set. V

A feature of the invention is that the valve and itsseat and stem arelocated on the outside of an air chamber which is in commu: nicationwith the brake pipe, so that the air pressure tends to open thevalveinstead of keeping it closed as in some other devices.

This hasgthe advantage that in case of an accident or any breakage ordlsarrangement of the valve mechanism, it will be opened by the pressureand thus auton'iaticallyset the brakes.

A further feature ofthe invention is a secondary valve which may beoperated un-- der certain conditions such as the 1noperativencssof themain valve for any reason.

The invention Wlll be more full y understood from the followingspecification and the accom 'ianying drawings.

In therlrawings Figure 1 1s a side elevation illustrating a convenientmeans of sup "porting the valve structure, on the truck of an engine orthe like. Fig. 2 is a vertical section of the valve audits casing. Fig.3' is a vertical section illustrating the secondary valve in closedposition. Fig. .4 is a view similar to Fig. 8, with the secondary valveopen.

Fig. 1 illustrates the valve casingQO carried on the truck, anda-trackrlevice or detent 7, located beside the rail. The details of thisdetent are immaterial, and it may form the subject of an otherapplication,

but it may be remarked that it contains an incline up which the valveoperating device rides when the detent is raised to operative position.The valve casing 20 has a chamber A at the top which is connected by asuitable pipe l0 to any part of tllQglH'tlkC pipe (not shown) so thatthe pressure in the chamber A is the same as that in the brake pipe. Apartition 41 extends across the casing and separates the chamber A fromthe chamber 13 which has an outlet or has therein a valve seat withwhich cooperates the valve 21, which is subjected to the pressure in thechamber A, tending to open the same. The stem 23 of the'valve extends'dmvnwardiy through partitions 43 and 44, which form gui'rlesQand at itslower end has 'a block 24 with an inclined ;,slot or opening 24 throughthe same. Fitting through thisslot is a double wedge key 25,

the bevel 25* at the e()i'i'es ondiiig end of the key and. when the rodis pushed up it forces the key toward the left (in Fig. 2) therebypulling down the valve 21 and open the'air brake pressure in the chamberA. The result is to bleed the brake pipe and set tlie brakes.

The valve 2i may be reset or closed by 'means of a vertically movablerod 27 hav ing an inclined head 97 which bears against the opposite endof the wedge key. The rods 26 and 27 are connected by a lever 28 pivotedat. the middle, and one end working in the slot 26" in the rod 26, sothat when the rod 26' drops or is pulled down the rod with beads 25 toretain it in place, and

exhaust 4210 atmosphere. The partition ll at 26 and is located inposition to 'strike ing the same, this action being assisted by- 27 ispushed up) and the key 25 is shifted to the right and y its wedge actionlifts'and closes the valve 21; a

A detent BO 'ispivoted at 50 to a suitable 26 so as to hold said rodi'n'raised-position until released, which release may be effected by;pulling a rod 31 extended by suitable con- 'nections tothe cab, orotherwise located in ava ilable position for operation. It will be seenthat when the rod 26 is lowered or let down the key 25 is shifted toclose the valve 21, and it will remain closed until the wedge key 25 isshifted to the left, as by the lift of the rod 26 incident to a strikinga track device. This lift will by the means de- ,scribed open the valveand set the brakes.

It is possible that owing,to high speed of the train or other reasonsthe rod 26, when it strikes the tripper or track device, might not lift,and in order to set the brakes under such circumstances I provide asecondary valve shown particularly in Figs. 3 and 4. This valve 33closes against the'top of a tubular outlet- 60 leading from the cham--ber A to the chamber B, and it may be-lift'ed to open the same by meansof a rod 36, the upper end of which carries said valve and the lower endof which has a rounded head 35 which rests in a cavity 61 in a bottomplate 62 attached to the bottom 34 of the easing 20. The head. 35extends through an opening in said bottom 34. The second or doublebottom plate 62 is attached to the bottom '34 by means of small bolts 63or some similar. devices which under sufficient impact willbreak andallow the secondary bottom plate 62 to be knocked or shifted laterally,as indicated in Fig. 4. The rod 26 explate 62 ,will cause the head 35 toride up' out of the depression 61-, thereby lifting the stem 36 and thevalve 33 and opening the same, permitting the train pipe pressure tobleed throughthe tubular part 60 and thus set the brakes. Under ordinaryconditions the main valve 21 will be operated by lift of the rod 26, thesecondary valve being actuated only in the event that the main valvedevices cannot operate in the manner described, for the causes referredto or other extraordinary circumstances. It will be noted that when thevalve 21 is closed, it is llocked clos'ed, until therod 26 is operated,

by manual operation. support 51 in the casing, and is adapted to engagein one of'the notches 29 inthe rod What I claim as new is: I V 1-. In adevice for setting air brakes, the" combination of a casing, a valvetherein controlling an exhaust opening from the brake pipe and providedwith a stem having an inclinedslot, a wedge key slidable crosswise insaid slot and adapted to thereby move the valve to open or closedposition, and a reciprocating trip operated rod having an inclined headbearing against the keyand adapted to shift thesame.

2. In a device for setting air brakes, the combination of acasin'g,avalve therein controlling exhaust from the brake pipe, *and providedwith a stem having an inclined slot, a wedge key shiftable crosswise insaid slot, to open or close the valve, a pair of oppositely movingrodswith inclined ends 8 bearing againstopposite ends of said key andacting to shift said key in opposite di-" rections, and Ya lever betweenthe rods, one of said rods projecting beyond the casing in position tostrike and bemoved by a track device. 3. In a device'forsetting airbrakes, the combination of a casing,-a valve therein 'controllingexhaust from-the brake pi e, and

provided with a stem having an mclinedgageable with one of said rods tohold the same in the position to which it is moved by said device. i c

4. In a device for setting air brakes, the combination with acasing=having achamher under brake pipe pressure, pr1mary and secondary,valves controlling exhaust from said chamber, an impact actuated deviceto open said primary valve by ordinaryimpact against a track obstacle,and breakable means operatively connected-to the secondary valve and tosaid device, to open the secondary valve by extraordinary impact of saiddevice against the track obstacle.

In a device for setting air brakes,-the combination with a casing havinga chamher under brake pipe pressure, primary and secondary valvescontrolling exhaust from

